Manifold



Patented Mar. 11, 1924.

UNITED STATES FRED E. ASELTINE, F DAYTON, OHIO.

MANIFOLD.

Application led May 6,

To all whom t may concern Be it known that I, FRED E. Assmann, a citizenof the United States of Armern ica, residing at Dayton, in the county ofMontgomery and State of Ohio, have invented certain new and usefulImprovements in a Manifold, of which the following is a specification,reference being had therein to the accompanying drawings.

This invention relates to manifolds for internal combustion engines andhas special reference to the intake and exhaust manifolds of anautomobile engine which may have fuel supplied thereto from thecarbureter and the admission of fuel to the cylinders of the enginecontrolled by a throttle.

The primary object of my invention is to furnish the exhaust manifold ofan internal combustion engine with the chamber in conimunication withthe intake manifold and into which chamber fuel may be admitted to beheated prior to passing into the cylinders of the engine so that thefuel would be in better condition for combustion purposes particularlywhen starting the engine.

Another object of this invention is to interpose a by-path between theintake and exhaust manifolds of the engine for the passage of fuelagainst a wall of the exhaust manifold so that the fuel may be heated byconduction. The passage of fuel into the bypath is controlled by anauxiliary throttle operatively associated with the main throttle of theintake manifold so that the initial supply of fuel to the engine will bedeflected into the by-path, heated and used in advance of the mainsupply of fuel.

A further object of this invention is to combine intake and exhaustmanifolds in such a manner as to afford a fuel heating chamber, and mymanifolds can be easily and quickly installed in lieu of the presenttype of manifolds of many well known automobiles.

The above and other objects are attained by a novel construction thatwill be hereinafter specilically described and then claimed andreference will now be had to the drawing wherein,

Figure 1 is a side elevation of the intake and exhaust manifolds of aninternal combustion engine, with the exhaust manifold partly broken awayand partly in section to show a by-path or heating chamber;

Fig. 2 is a vertical sectional View of the same taken on the line II-IIof Fig. 1; and

1922. Serial NO. 558,848.

Fig. 3 is a horizontal sectional view of a portion of the manifold takenon or about the line Ill`lll of Fig. 1.

In the drawing, the reference numeral 1 denotes an exhaust manifoldadapted to be connected to an engine block in the usual and well knownmanner so that said exhaust manifold may, at times, receive exhaustgases from the cylinders of the engine, which in this particularinstance may be four cyliners.

On the outer wall of the exhaust manifold 1 is a longitudinally disposedoblong enlargement or casing 2 containing a longitudinal horizontallydisposed partition 3 of less length than the casing 2 so as to form acircuitous passage or by-path f1 within the casing. By reference to Fig.2 it will be noted that the inner wall of the passage 4: is the outerwall of the manifold 1 and the exhaust of hot gases through the manifoldl will cause the inner wall of the passage 4; to be heated by conductionand consequently the contents of the passage 4 may be heated.

The outer wall of the casing 2, intermediate its ends, has oblongopenings 5 and 6 and communicating with said openings are similaropenings 7 and 8 respectively in the rear wall ofk an intake manifold 9mounted against the casing 2 and secured thereto by screw bolts 10 orother fastening means extending through apertured ears 11 of themanifold 9 into the wall of the casing 2. The intake manifold 9 has itsupper end communicating, at times, with the cylinders or combustionchambers of an internal combustion engine and the lower end of theintake manifold is flanged, as at 12 and is connected by nut equippedbolts 13 to the flange 14 of a carbureter outlet connection 15. Thecarbureter outlet connection 15 contains the usual throttleor butterflyvalve 16 carried by a shaft 17, journaled in walls of the outletconnection 15, and on an end of the shaft 17 is a bell crank 18. One armof the bell crank 18 has an operating rod 19 connected thereto and theopposite end or arm of said bell crank is adapted to inipinge against astop pin 2O carried by the outlet connection, said stop pin defining theclosed position of the throttle 16. On this same arm of the bell crankis a pin 21 loosely engaging in the longitudinally slotted end 22 of alink 23 and said link has its upper end pivotally connected to one armof a double crank 24 mounted on an auxiliary throttle shaft 25. Thisthrottle shaft is journaled in walls of the intake manifold 9 andextends into an enlargement 26 of the partition 3, as best shown inFigs. 2 and 3. On the throttle shaft is an auxiliary throttle orbutterfly valve 27 held normally closed by a Weight or counterbalance 28on the other end of the double crank 24 and it is this end of the doublecrank which normally engages the stop pin 29 carried by the intakemanifold 9. The articulation of the main and auxiliary throttles 16 and27 respectively is such that the main throttle 16 may be partiallyopened in advance of the auxiliary throttle and assuming that there is asuction or a reduction of atmospheric pressure in the intake manifold 9,produced by the engine, fuel may be drawn past the main throttle 16,through the openings 7 and 5 into the passage t where it may travel intwo directions, through the openings 6 and 8 into the intake manifold 9and then to the engine. The auxiliary throttle 2T therefore causes theinitial supply of fuel to enter the passage or by-path 4 and during itspassage through the casing 2 it will be heated and placed in a bettercondition for combustion, thus permitting of an engine being easilystarted. After the engine has started and been warmed up the mainthrottle 16 can be thrown wide open and such adjustn'ient of the mainthrottle causes the auxiliary throttle 27 to be opened. Now, fuel may bedrawn straight through the intake manifold 9.

It is thought thatl the utility of my invention will be apparent withoutfurther description, and while in the drawing there is illustrated apreferred embodiment of my invention it is to be understood that thestruc-` tural elements are susceptible to such changes in size, shapeand manner of assemblage, as fall within the scope of the appendedclaims.

1. The combination of an intake manifold,

an exhaust manifold, a easing carried by the outer side wall of saidexhaust manifold and having its center portion communicating with saidintake manifold so as to receive fuel therefrom to be heated in saidcasing by conduction from said exhaust manifold, and an auxiliarythrottle at the central portion of said casingv and in said intakemanifold adapted to cause fuel to pass into said casing.

2. The combination set forth in claim 1, and a partition longitudinallyof said easing providing a by-path therein having for one of its walls awall of the exhaust manifold, said partition causing fuel to travel tothe ends of said casing before returning to said intake manifold.

rlhe combination called for in claim 1, and a main throttle laterallyarticulated with said auxiliary7 throttle and adapted to be opened inadvance of the auxilia y throttle.

l. The combination of an intake manifold, throttles therein adapted formovement one in advance of the other, an exhaust manifold, a casingcarried by said exhaust manifold and communicating with said intakemanifold by two openings one above the other intermediate the ends ofsaid casing and adapted to receive fuel from said intake manifold belowone of said throttles `and deliver the fuel vto said intake manifoldabove the same throttle, and means in said casing to cause said fuel totravel to the ends of said casing.

5. Thecombination called for in claim 4, and means maintaining saidthrottles normally closed, and means articulating said throttles so thatone may be opened inadvance of the other.

In testimony whereof I affix my signature in presence of two witnesses.

FRED E. ASELIINE.

Witnesses:

WM. P. PAsoo, WALTER W. Binnen. i

